Apparatus for controlling movable parts of railway superstructures.



No. '774,313'. i PATENTED NOV. 8, 1904.

F. L. DODGSON. APPARATUS POR GONTROLLING MOVABLE PARTS 0F RAILWAY SUPBRSTRUGTURBS.

- .191111101111011 FILED JAN. 17. 1901. No MODEL. L z SHEETS-SHEET 1.

No. 774,313. PATENTED 110V. a. 1904. 1e. L. DODGSON. APPARATUS P011 GONTROLLING MOVABLE PARTS 0F RAILWAY.

SUPERSTRUGTURBS.

APPLIoATIoN FILED JAN. 17, 1901.

2 SHEETS-SHEET 2.

NO MODEL.

NVENTUR:

WITNEEEES:

UNITED' STATES' Patented. November 8, 1904.

'PATENT OFFICE.

FRANK LEMONT DODGSON, OF TROY, NEW YORK. ASSIGNOR, BYl MESNE ASSIGNMENTS, TO GENERAL RAILWAY SIGNAL COMPANY, OF GATES, ,NEV YORK, A CORPORATION OF NEW YORK.

APPARATUS FOR` CONTROLLING MOVABLE vPARTS F RAILWAY SUPERSTRUCTURES.

SPECIFICATION forming part of Letters Patent No. 774,313, dated November 8, 1904. Application filed Jallllay 17. 1902i.l Serial No. 43,620. (No model.\l

Controlling Movable Parts of Railway Super-i structures, of which the following is a speci- IO This invention relates to improved appara-Q tus for controlling railway trailic-controlling.

devices, and particularly by controlling the operating-lever thereof while a car is upon;

the particular portion of the track to which I the part relates. The object of the invention is to controlthe operationot a movable part of a railway traf-.

{ic-controlling device, but at the same time to render it possible to actuate the movable part 2O if the track devices fail to work. Y

The invention consists in the apparatus hereinafter described and claimed.

The invention is described and shown herein as applied to a railway-signal that is set automatically to danger by the train and by making the train actuate the operatingbar so as to set the signal to dangen The position of the operating-bar thus is an indicator to the operator. Besides its use in connection with signals,this invention is capable of application to switches and to other movable parts of railway traic-controlling devices, such as crossing-gates, &c.

Mechanical slots are well known. They consist of means (usually on the signal-pole) for breaking the mechanical connection between the operating-lever and the signal. This connection is made by energizing an electromagnet which when denergized dis- 40 connects the signal from the operating-lever and allows the signal to return to danger by gravity. If the electrical apparatus does not work,or if,in other words, the connectingmagnet is not energized, the leverman loses control of the signal. In electrical signaling the same result is accomplished by breaking the circuit between the lever and the signal, (usually at the signal,) so that the signal returns to danger by gravity, while the lever may remain reversed. leverman loses control of the signal, and it is obvious that under these circumstances the lever may be in one position while the signal is in another and that the position of the lever does not necessarily show the position of the signal. In the cases above speciiied dependence is put upon the uncertain action of i gravity to return the signal to danger.

In the present apparatus gravity is not employed for returning the signal to danger, and the position of the operating-lever always shows the position ofthe signal, and, further, it' the electrical connections in the device should at any time fail the leverman nevertheless retains full control of the signal. In the embodiment of this invention herein described it is combined with a duid-'pressure or pneumatic apparatus for setting the signal to "safety and for returningit to danger, which apparatus comprises also a return indication produced by luid-pressure or pneumatically to the operating-station, involving also a connection with and an operation of the operating-lever. This embodiment of the invention also comprises an electric circuit guarding a particular section or' the railway-track that produces through suitable mechanism an automatic movement' of the operating bar or lever and also resists through suitable mechanism the movement of said bar 8O or lever, and thus controls movement of said bar. It will be seen that other ways of controlling movement of said bar may be accomplished by this invention. Electric and mechanical appliances maybe employed in place 8 5 or' the pneumatic devices herein described.

In the drawings, Figure l is a diagrammatic view of the apparatus embodying the invention just described. Figs. 2 and 3 are respectively side and front elevations of one of 9o the valves and its electrical operating mechanism. Fig. L is a vertical section of said valve on the line 4r A of Fig. 2; and Fig. is a top plan view of a pair of relay-valves shown at the foot of the mast in Fig'. l, portions be- 95 ing removed to show the construction. Fig.

In these cases the 50 I 6 is an elevation of the same pair of valves, the right-hand valve being shown in vertical section. Figs. 7, 8, and 9 are cross-sections on the lines 7 7, 8 8, and 9 9 of Fig. 6. Fig. l() is a vertical section through the indicatorvalve on the signal-mast; and Figs. l1 and l2 show, respectively, the faces of the seat and of the slide of an operating-valve at the tower.

The signal-mast A bears the usual counterbalanced signal-blade A', that is moved to the safety and danger positions by a cylinder A2, having a piston a' and a connecting-rod a2 attached to the signal-blade. The piston is operated by pneumatic pressure derived from the reservoir X through a supply-pipe X', that is led through two relay-valves R2 R3 by a branch w10. From the valve R2 a pipef leads to one end of the cylinder, and from the other relay-valve, R2, a pipeeleads to the other end of the cylinder through a branch e2 and also to an indicator-Valve B. Upon the signal-mast is pivoted a lever A3 in such a position that a nut or striker ft2 upon the pistonrod or on the connecting-rod (t2 or upon some part moving with the semaphore-blade strikes the lever when the signal-blade A' is in the danger position and tilts the lever so far as to operate the valve-stem b2 of the indicatorvalve B. rlhe indicator-valve B, through the pipe n, leads to a relay-valve R', connected with a cylinder 112, containing' a piston t', carrying upon its piston-rod a roller @'10, moving in a slot in the operating lever or bar L, to be hereinafter described.

The operating-bar is connected by a link with a valve V', that controls connections between the su pply-pipe X' and the pipes j) and 0, that operate the relay-valves R2 and R2 at the signal. The supply-pipe X' is always in connection with the valve V' and with the relay-valves R2 and R2, and according as one of the relay-valves or the other is opened airpressure is introduced to one end or the other of the cylinder A2, whereby the signal is moved to danger or to safety. The shifting of the valve V' operates the relayvalves R2 and R3 so as to permit the passage of air from the supply-pipes just described to the cylinder. /Vhen the piston in the cylinder A2 is raised, the signal is set to safety 7 and the val ve B is released from the action of the lever A2, whereupon the air-pressure is exhausted through the valve B from the indicating-pipe n, which actuates the relay-valve R', which opens the relay-valve R' to the eX- haust and cuts ofi' air-pressure from the supply-pipe X' through said relay-valve into the cylinder 11", thus relieving its piston from pressure and releasing the lever L for further operation and also indicating the fact that the signal has been set to safety The continued pressure in the lower end of the cylinder A2 retains the signal in the safety position.

On reversing the movement of the lever L the valve V' is carried back, connecting the pipep with the supply-pipe X' and connecting the pipe 0 with the atmosphere, thus permitting the relay-valve R2 to exhaust and cutting olig the passage of air-pressure through said relay-valve. Pressure in the pipe p opens the relay-valve R2 and permits air-pressure to pass into the pipe e and through the branch t2 into the upper end of the cylinder A2, depressing the piston and setting the signal back to dangelt As soon as the signal has returned to danger7 the lever A3 is tilted and the valve B is shifted so as to connect the pipe n with the pipe e. This carries a pressure to the relay-valve R', connects the supply-pipe X' with the cylinder 11 through the relay-valve R', and raises the piston thereof. The pressure introduced through the pipe a not only releases the lever for further operation, but also indicates the fact that the signal has gone back to dangeln From the position of the lever just described it may be set back to its original position, in which the supply-pipe X' is cut off and the pipes 0 and p are open to the atmosphere. This closes the relay-valve R2.

As thus far described the apparatus is the same as that shown and described in United States Letters Patent N o. 647,483, granted April 17, 1900, for railway switch and semaphore apparatus. The form of slot with which the roller 10 engages is not the same,

however, in the present device as in that of said patent. In the patent the form of said slot is such as to produce an automatic movement of the lever L at the end of its stroke. In the present device the slot just mentioned does not have this function, although the invention herein set forth may be used in connection with the apparatus set forth in said patent.

Each relay-valve R' R2 R2 is of the same construction, and consists of a chamber r2, divided into two parts by a iiexible diaphragm w20, and an operating-pipe a p n connects with the lower part of said chamber, so that pressure or reduction of pressure in the pipe may actuate the diaphragm w20. A free passage 7'22 leads from the upper portion of the diaphragm-chamber over the diaphragm T20 to the outer air, so that the diaphragm may rise and fall freely. The valve-stem 'w27 rests upon the diaphragm w20, so that the stem and its valves may rise and fall with the movement of the diaphragm. A cylindrical bore in the casing of the valve has two pistons W22 and 122, which are carried by the valve-stem. The upper piston w22 when in its lowest position rests upon a valve-seat w22", and the lowerl piston when in its highest position against a valve-seat v220. One or more exhaust-passages '7'02 connect with the chamber of the valve in such a manner that when the piston 9122 is in its lowest position the bore is open to the exhaust, and when said piston is in its IOO highest position the exhaust-passages '102 are closed.

A spring' @20, inside the valve-casing, tends to depress the pistons 'P22 @22. An inlet-passage @10 connects the supply @10 with the upper part of the valve-casing on the upper side of the piston @20, so that air-supply in the pipe X passes into the casing of the valve through the channel m10 and upward through the passage '/'10 to a chamber @232 in the upper end of the valve-casing.

A port I11221 connects the chamber @232 with the interior of that portion of the bore in which the piston @22 moves, so that when said piston is in its lowest position this bore is closed; but when the piston is in its highest position the port is open and connects the supply-pipe X with the interior of the bore in which the two pistons move. An outlet-passage @11 is connected with the outlet-pipe e, f, or 1'100 and with the bore between the pistons, so that pressure that lifts the diaphragm connects the inlet @10 with the outlet @11; but when the diaphragm is not raised the piston '1"22 closes the inlet @10 and the piston uncovers the exhaust and connects the outlet @11 with the exhaust.

rlhe indicator-valve B contains a pair of pistons b' b2, connected by a stem b3, which extends downward and outside of the valve-casing in order to be acted upon by the lever A3. The pistons work in a cylindrical bore in the casing, which has a seat Z210, against which the piston L rests when in its lowest position, and a second seat 520, against which the piston b2 rests when in its highest position.

from the pipe e is cut ot? and the pipe n is connected with an exhaust-passage b21.

The valve V has a valve-seat V100, in which -are four rectangularly-arranged ports @101,

@102, @103, and c and a long lengthwise exhaust-port @100, set between the ports @101 and @100 on one side and @102 and @10'1 on the other side. The ports @101 and @1"3 connect, respectively, with the pipes 0 and Q9, vand the ports @102 and @101 connect by a Y-shaped passage @105 with the supply-pipe X. The slide V200 has a long middle exhaust-port @200, that registers at all times with the port @100, and three other ports, @201, @202, and @200, in line with each other on one side of the port @200, and a single port @202 on the other side of the port @200. The ports @202 and @20 are connected by a passage in the body of the slide, and passages in the A pipe j a connects by a port in the valve-casing' with body of the slide connect the ports @201 and @203 with the exhaust-port @200. The ports @202 and @203 have each a face area equal to that of one of the ports @101, @102, @102, and @10 in the valveseat and are adapted to connect either pair of the ports @101 and @102 or @103 with @101.A The ports @201 and @203 are each long enough to connectl both theA ports @103 and @101 with'the exhaust @100 at the same time, and they and the port @202 are so set in the slide-face that when the port @200 registers with either port @101 or @103 the other port @103 or @101 registers with the port @201 or with the port @202. Hence when the slide is at either limit of its motion the supply X is cut oft' and both of the pipes 0 and p are open to the exhaust, and the slide may be so set at two intermediate positions that the supply Xis connected with the pipe 0 while the pipe p is exhausted or the supply X is connected with the pipe p while the pipe 0 is exhausted.

ln addition to the slot @'10 for the bar H of the interlocking board and the slot in which the roller @'20 runs the lever Lhas another slot having a portion m in a line corresponding to the line of movementof the bar L and a second portion m, extending diagonally downward and across the bar from the portion m. In this slot runs a pin or roller m10, borne by a piston m0 in the cylinder M. This cylinder is connected by a pipe Q, through a valve Q', with the supply-pipe X by means of a branch' @100, that may be conveniently led also to the relay-valve R. Y

The valve Q, is shown in verticalsection in Fig. A. It has a central chamber Q connectingby the passage Q10 with the pipe Q, leading' to the cylinder M, and a chamber Q2 above the chamber Q and connecting by the passage Q20 with the inlet-pipe @100. The valve also has an exhaust-passage Q2. Both the upper chamber Q2 and the exhaust-passage are connected wi th the central chamber Q. A valve stem 'Q2 passes upward through the central chamber Q and bears valves Q5 Q0, which are pressed downward by a spring Q2. The valves Q5 Q0 are set at such a distance 'apart that they may upon receiving proper movement cut off the passage connecting the central chamber Q with the exhaust Q3 and at the same time'open connection between the inlet :@100 and the closed upper chamber Q2, as shown in Fig. A, or when the rod Q1 is depressed by the spring Q7 the passage between the central chamber Q and the upper chamber Q2 is closed, cutting' oi the cylinder M from the supply @100, andthe passage between said central chamber and the e-xhaust Q3 is opened. Consequently when the valve-rod Q4 is raised pressure from the inlet @100 is conducted through the valve, and when the valve-rod is lowered the pressure is cut' orf and the cylinder is connected'to the exhaust.

It is obvious that when the roller m10 is in the horizontal portion m ot' its slot the piston cannot move up or down, provided the barL IOO IlO

is firmly held in suitable guides, but that after the bar L has been moved in the direction of the arrow in Fig. l far enough to carry the roller into the beginning of the diagonal por tion m' of its slot the further motion of the bar will depress the piston. This depression,

however, can occur only if the pipe q is connected to the exhaust. If the roller m12 is in the lower end of the diagonal portion m' of its slot air-pressure introduced from the supplypipe X' through the valve Q will raise the piston and will produce a movement of the bar L in a direction opposite to that of the arrow until the roller strikes the upper end of the slot m' opposite the beginning of the horizontal portion m of the slot, whereupon the movement of the piston will cease and the setting of the bar, so that the roller is held between the two sides of the portion m' of the slot, must be produced by a further movement of the lever by hand. At this position of the roller m10 in its slot the roller 1 is against the shoulder Z2 and pressure must be admitted to the cylinder 11 to lift the roller from said shoulder before the lever can be returned to its original position. This admission of pressure to the cylinder Z10 can occur only after the signal has returned to the danger position, as explained above.

The valve-rod q2 is operated by the armature t of the electromagnet T. The electromagnet T is connected by suitable conductors t' Z2 with the armature s' of the relay-magnet S and with a battery To. The relay-magnet S is connected by suitable conductors S' S2 with the two rails Z Z' of a section of track that is insulated, as by the insulators A battery W or other suitable source of electricity is connected by suitable wires w w' with the two rails Z Z' of said insulated track-section. The circuit of the electromagnet T passes through the armature s' of the relay and through a suitable contact-point so, so arranged that when the magnet Sis denergized the circuit through the electromagnet T is completed and the magnetT is energized, thus moving the armature t, raising' the valve-rod g1, and admitting air to the cylinder M. The magnet S is denergized only when the battery-circuit of the battery W is shunted by the presence of an axle and its pair of wheels U (shown in dotted lines) upon the insulated rails Z Z', for at other times the current from the battery W passes through the wire w', the rail Z, the wire S', the magnet S, the wire S2, the rail Z', and the wire w.

If a car or a single pair of wheels, with their axle, is upon the insulated track-section, the magnet S is denergized, the magnet T is energized, the valve-stem q1 is lifted, permitting air-pressure to pass through the valve Q, and thus the elevation of the piston maintains the roller m12 in the upper end of its slot, and the lever is practically locked or held against movement; but when the magnet S is again energized by the removal of the car or of a pair of wheels and axle from the insulated track-section the magnet S is energized, the current is broken between its armature and the contact-point 8, the magnet T is denerg'ized, the valve-rod q1 falls, pressure is cut off from the cylinder M, and the pipe q is con nected to the exhaust q2, thus permitting again free movement of the lever L.

It is of course clear that if these electrical devices are cut out as soon as the pipe q is normally connected with the exhaust Q3 the lever L can be moved freely backward and forward, because the piston in its upward and downward movement will merely draw in and force out the air through the exhaust (13 of the valve Q. Consequently if the battery T0 or WV should fail or any of the electrical contacts or conductors should break the lever is still freely movable and the leverman still has control over the signal through the pneumatic apparatus described.

The slot in the lever L, in which the roller Z111 moves, is provided with an upper horizontal portion Z and a lower horizontal portion Z' and an intermediate connecting-space having a shoulder Z2 in line with the lower horizontal slot Z'. Opposite` the end of the upper horizontal slot Z is a downwardly-inclined surface Z2. When, therefore, the lever L is pulled in the direction of the arrow, the incline Z2 meets the roller 1 and forces it downward and into the slot Z', in which it is 1s no pressure in the cylinder and the roller Z111 is in the slot Z', the lever L may be moved in a direction contrary to that of the arrow until the shoulder Z2 strikes the roller, whereupon movement of the lever is stopped until an air-pressure in the cylinder T12 lifts the piston so far as to bring the roller 'Z111 opposite the upper slot Z, whereupon further movement of the lever L by hand carries the roller into said slot Z, whereby the piston is held stationary until the lever is moved by hand in the direction of the arrow.

In order to follow the operations of this dein a normal position, (shown in Fig. 1,) the signal being at danger, the reservoir X being connected with the valve V', the valve Q, and the relay-valves R', R2, and R3, but the air-pressure from the supply X' is cut off from all said valves. The pipes 0 and p are exhausted. A train approaches and is to enter upon the insulated track-section. The operator pulls the lever L outward in the direction of the arrow, which depresses the interlocking bar H, releases the roller @'12 from the locking-slot Z, carries it downward and into the locking-slot Z', releases the roller 177,10 from the locking-slot m and carries it to the lower end of the slot m', shifts the valve V' so that the supply-pipe X' is connected through the IOO ITO

.vice through, let us assume that the parts are pipe 0, (at the same time connecting the pipe p with the atmosphere.) and pressure is put upon the relay-valve R3, lifting said valve and introducing' air-pressure into the lower end of the cylinder A2, raising its piston and deuance of pressure in the pipe f through the open relay-valve R3. The train now enters the insulated track-section, the circuit of the relay-magnet S is shunted, and said magnet is denergized, thus energizing the magnet T, opening the valve Q, and introducing airpressure into the cylinder M. This lifts theI roller Im10, which moves along the slot m and shifts the lever L until the roller 1 strikes the stop face or shoulder Z2. This movement of the lever L shifts the valve V so as to connect the pipe 0 with the atmosphere and to exhaust the relay-valve R3 and to connect the pipe p with the supply X'. This opens the relay-valve R2 and introduces pressure into the pipe e and by the branch e2 into the upper end of the cylinder A2 and resets the signal to dangen The lever A3 now actuates the valve B, and this carries air-pressure to the relay-valve R, which opens and admits air to the cylinder Il", lifting its piston and raising the roller lo away from the shoul der Z2 and up to a position opposite the slot Z.

It will be seen that the entry of a car upon the insulated track-section has set the signal automatically to the danger position. This position of the parts is maintained while the car is on the insulated track-section. The position of the lever shows that the signal is at danger and that the lever motion must be completed in a directioncontrary to the arrow in Fig. l before a new operation of the signal. There is pressure inthe cylinders M and 11, and pressure in the former cylinder will resist any operation of the lever L in the direction of the arrow to set the signal to safety As soonas the car has moved off the insulated section the magnet S is again energized, the magnet T is denergized, the armature t. falls, and the valve Q is set so as to cut oif the air-pressure from the supply X and to open the cylinder to the exhaust through the pipe q. This relieves the pressure of the roller m10 in its slot, and the signal is free to be operated by hand. It remains, however, at the danger position. The leverman now moves the lever L and the valve V' back to the. po-l sition shown in Fig. l, which sets the rollers m1 and 1 in their locking-slots m and Z and connects the pipes 0 and p with the atmosphere. The relay-valve R2 is thus relieved from pressure and connects the pipes e c2 and the cylinder to the atmosphere. The valve B is closed, as above described, as soon as the signal-blade has been set to dangen7 The tappet H is returned to place with the lever L.

It will be noted that the return of the operating-bar is of course followed by the return of the signal-blade or movable part from 'the abnormal or safety position to the normal or danger position thereof and that the resistance of the roller m10 in the slot m when pressure exists in the cylinder M opposes movement of the operating-bar in a direction contrary to that of the automatic return or from the normal or danger position to the abnormal or safety position of the signal or movable part and that this resistance to movement is effective when the roller m10 is in the horizontal slot m and an= attempt is made to pull the operating-bar in the direction of the arrow in Fig. l while pressure exists inthe cylinder M.

By this invention the operating-bar of a railway superstructure device may be controlled, moved, or held-for example, by fiuidpressure mechanism-through track circuit mechanism. By it also a signal may be set to danger automatically by the entry of a pair of wheels on theinsulated track-section. By it also the operator is notified by the position of the lever that the signal is'at danger, and by it also the operator is notified by resistance to his effort that he must not set the signal to safety until the train or pair of wheels has left the track-section, whereupon automatically the said resistance is removed. It is obvious that this invention is applicable to track-sections relating to signais, switches, &c., at any distance from the operating-station to which their operating -mechanisms may reach.

In the following claims the means for producing or resisting motion of the operatingbar maybe applied to the bar itself or toapart that is connected to or moves with said bar.

What I claim isl. In-an apparatus for controlling a movable part of railway trafic-controlling devices, a movable part having a normal position, operating power mechanism therefor comprised of a manually-operated operating-bara trackcircuit, and automatically-operated means controlled by the track-circuit for producing an automatic return movement of said barA and of said movable part toward the normal position of the latterafter a movement of said operating-bar to a position whereby said. movable part is operated, substantially as described.

2. Tn an apparatus for controlling a movable part of railway trafic-controlling devices, a movable part having a normal position, operating mechanism therefor comprising a manually-operated operating-bar, a track-circuit, and automatically-operated means controlled by the track-circuit for producing an automatic return movement of said bar and of said movable part toward the normal position of the latter after a movement of said operating-bar -to a position whereby said movable partis operated and for resisting movement of the Ybar IOC) IIO

in a direction contrary to the returning movement thereof after the last-mentioned movement h occurred, substantially described.

3. In an apparatus for controlling a movable part of railway trahie-controlling devices, a movable part havinga normal position, operating mechanism therefor comprising a manually-operated operating-bar, a duid-pressure device engaging the bar and adapted to produce automatic movement thereof from the abnormal toward the normal position thereof and to control the movement thereof from the normal to the abnormal position, valve mechanism for controlling' the inlet to and exhaust from said fluid-pressure device, a track-circuit, and automatically-operated mechanism controlled by the track-circuit for controlling said valve mechanism, whereby automatic return movement of said bar and of said movable part toward the normal position of the latter is eiected after amovement of said operating-bar to a position whereby said movable part is operated, substantially as described.

4. In an apparatus for controllinga movable part of vrailway traffic-controlling devices, a movable port having anormal position, operating mechanism therefor comprising a manually-operated operating-bar, a fluid-pressure device engaging the bar and adapted to produce automatic movement thereof from the abnormal toward the normal position thereof, and to control the movement thereof from the normal to the abnormal position, valve mechanism for controlling the inlet to and exhaust from said fluid-pressure device, a track-circuit and automatically-operated mechanism controlled by the track-circuit for controlling said valve mechanism, whereby said fluid-pressure device produces automatic return movement of said bar and of said movable part toward the normal position of the latter after a movement of said operating-bar to a position whereby said movable part is operated and resists movement of said bar from the normal to the abnormal position after movement of the movable part to the normal position has occurred, substantially as described.

5. In an apparatus for controlling a movable part of a railway apparatus of the kind specified, a movable part, iiuid-pressure mechanism for setting said movable part to two different positions, a manually-operated operating-bar for bringing said Huid-pressure mechanism into action, two duid-pressure devices for controlling the movement of said bar, one of said fluid-pressure devices being actuated in correspondence with the desired positions of said movable part, a track-circuit, and mechanism controlled by the track-circuit for controlling' the movement of the other of said fluid-pressure devices, substantially as described.

6. In a railway signal apparatus, a signalblade having' a normal dangerposition, operating' mechanism therefor comprising a manually-operated operating-bar, a `track-circuit, and auto:natically-operated means controlled by the track-circuit for producing automatic return movement of said bar and of said signal-blade to the danger position of the latter after a movement of said barto a position whereby the signal-blade is set to safety, substantially as described.

7. In a railway signal apparatus, a signalblade having a normal danger position and a safety position,ii uid-pressure operating mechanism therefor, a manually-operated operating-bar for controlling said Huid-pressure mechanism, a track-circuit, and automaticallyoperated means controlled by the track-circuit for producing' automatic return movement of said bar and of said signal-blade to the danger position of said blade after a movement of said bar to a position whereby the signal-blade is set to safety, substantially as described.

8. In a railway signal apparatus, a signalblade having a normal danger position and a safety position, operatingmechanism therefor comprising a manually-operated operatingbar, a track-circuit, and automatically-operated means controlled by the track-circuit for prod ucing automatic return movement of said bar and of said signal-blade from the safety to the danger position of the blade and for resisting movementof said bar toward the safety position after said automatic movement has occurred after a movement of said bar to a position whereby the signal-blade is setto safety, substantially as described.

9. In a railway signal apparatus, a signalblade having a normal danger position and a safety position, operating mechanism therefor comprising' a manually-operated operatingbar, a Huid-pressure device engaging said bar and adapted to control the movement thereof, Valve mechanism for controlling the inlet to and exhaust from said fluid-pressure device, a track-circuit, and automatically-operated mechanism controlled by the track-circuit for actuating said valve to produce a movement of said bar and signal-blade from the safety toward the danger position thereof after a movement of said bar to a position whereby the signal-blade is set to safety, substantially as described.

lO. In a railway signal apparatus, a signalblade having a normal danger position and a safety position, operating' mechanism therefor comprising a manually-operated operatingbar, a Huid-pressure device engag'ing said bar and adapted to control the movement thereof, valve mechanism for controlling' the inlet to and exhaust from said iiuid-lin'essure device, a track-circuit, automatically-operated mechanism controlled by the track-circuit for actuating said valve to produce a movement of said bar and signal-blade from the safety toward the danger position thereof after a movement of said bar to a position whereby the IOO IIO

signal-blade is set to safety, and for resisting movement of said bar in a direction opposite to said automatic movement thereof, after said automatic movement has occurred, substantially as described. i

1l. ln a railway signal apparatus, asignalblade, fluid-pressure mechanism forsetting said signal-blade into the safety position, a manually-operated operating-bar for bringing said iuid-pressure mechanism into action, two fluid-pressure devices for controlling the movement of said bar, one of said fluid-pressure devices being actuated in correspondence with the signaling' positions of said signal, a track-circuit, and mechanism controlled by the track-circuit for controlling the movement of the other of said fluid-pressure devices, substantially as described.

12. In a railway signal apparatus, asignalblade, operating mechanism for actuating said signal-blade, a manually-operated operatingbar for bringing said operating' mechanism into action, a device for controlling the movement of the said bar controlled by the position of the signal-blade, a huid-pressure device engaging said bar and adapted to produce movement thereof, avalve for controlling the inlet to and exhaust i'ronn said Huid-pressuredevice, an insulated track-section, an electrical circuit through said section and comprising a relay-magnet, an electrical circuit opened and closed by said relay-magnet, and an electromagnet in said last-mentioned circuit for operating said valve, substantially as described..

FRANK LEMONT DODGSON.

litnessesz WILLARD T. MEAD, WM. H. J ARvIs. 

